Abstract
The majority of the world’s highways consist of a flexible pavement commonly built of several layers (both asphaltic and granular) that have been laid over a pavement foundation known as the subgrade. A subgrade that is considered to be of a satisfying bearing capacity is expected to restrict not only the immediate distresses occurring during the construction phases, but also later deformations appearing during the service life of the pavement as it subjected to traffic loads. If the subgrade proves to be structurally weak, the highway’s flexible pavement can be supported by adding such modifications as a capping layer, which serves to greatly reduce the stress being applied to the pavement. This study aims to further our knowledge about maximum pavement functionality by investigating those parameters considered crucial to pavement design: the correspondence of material properties, the number of layers, and the layer thickness. These parameters were analyzed to determine the best performing composition, while also considering the financial aspects of road construction. To achieve such an aim, we chose to use KENLAYER software to assist us in determining the design of a flexible pavement in line with a specific Equivalent Single Axle Load (ESAL). The KENLAYER configuration provided us with the required ESAL targets for specific design lives. We next calculated the relative costs of these targets and chose those that proved to be most cost-effective and economical. The results indicate that when considering feasible pavements to meet a design of high ESAL applications, those utilizing high modulus asphaltic materials are most suitable for subgrade CBR of at least 3%, while weaker subgrade constructions must be provided with a capping layer.
Highlights
In the past, processes of unsystematic consensus led many highway associations to rely on standard charts when determining the superstructures to be utilized for most of the pavements they were constructing
In accordance with the two objectives determined in this study, this section provides the analyses results for the configurations given for the flexible pavement design
The minimum Equivalent Single Axle Load (ESAL) selections for flexible pavement design configurations according to the layer thickness, subgrade CBR, and Modulus of Elasticity are discussed
Summary
Processes of unsystematic consensus led many highway associations to rely on standard charts when determining the superstructures to be utilized for most of the pavements they were constructing. This means that typical highway pavements were constructed of standardized thicknesses, despite the fact that they may have been used as layering on various subgrade types. Poor subgrades should be avoided if possible, but when other alternatives are not available, designers can employ several techniques that allow them to build over weak soils. Recent years have seen designers employing the addition of a broadened capping layer that serves to improve weak subgrades by using lower cost materials under the sub-base
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